EP0324218B2 - Vorrichtung zur Messung des Gewichts - Google Patents

Vorrichtung zur Messung des Gewichts Download PDF

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Publication number
EP0324218B2
EP0324218B2 EP88300349A EP88300349A EP0324218B2 EP 0324218 B2 EP0324218 B2 EP 0324218B2 EP 88300349 A EP88300349 A EP 88300349A EP 88300349 A EP88300349 A EP 88300349A EP 0324218 B2 EP0324218 B2 EP 0324218B2
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EP
European Patent Office
Prior art keywords
rail
strain
max
load
support means
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Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
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EP88300349A
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English (en)
French (fr)
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EP0324218B1 (de
EP0324218A1 (de
Inventor
George Barry Bolland
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Individual
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Individual
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Priority to GB8619923A priority Critical patent/GB2194065B/en
Application filed by Individual filed Critical Individual
Priority to DE3873901T priority patent/DE3873901T4/de
Priority to EP88300349A priority patent/EP0324218B2/de
Priority to DE8888300349A priority patent/DE3873901D1/de
Priority to ES88300349T priority patent/ES2034177T5/es
Priority to AT88300349T priority patent/ATE79674T1/de
Priority to IN31/MAS/88A priority patent/IN170636B/en
Publication of EP0324218A1 publication Critical patent/EP0324218A1/de
Publication of EP0324218B1 publication Critical patent/EP0324218B1/de
Priority to GR920402351T priority patent/GR3006020T3/el
Publication of EP0324218B2 publication Critical patent/EP0324218B2/de
Application granted granted Critical
Priority to GR960403521T priority patent/GR3022076T3/el
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01G—WEIGHING
    • G01G19/00—Weighing apparatus or methods adapted for special purposes not provided for in the preceding groups
    • G01G19/02—Weighing apparatus or methods adapted for special purposes not provided for in the preceding groups for weighing wheeled or rolling bodies, e.g. vehicles
    • G01G19/04—Weighing apparatus or methods adapted for special purposes not provided for in the preceding groups for weighing wheeled or rolling bodies, e.g. vehicles for weighing railway vehicles
    • G01G19/045—Weighing apparatus or methods adapted for special purposes not provided for in the preceding groups for weighing wheeled or rolling bodies, e.g. vehicles for weighing railway vehicles for weighing railway vehicles in motion
    • G01G19/047—Weighing apparatus or methods adapted for special purposes not provided for in the preceding groups for weighing wheeled or rolling bodies, e.g. vehicles for weighing railway vehicles for weighing railway vehicles in motion using electrical weight-sensitive devices
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01G—WEIGHING
    • G01G3/00—Weighing apparatus characterised by the use of elastically-deformable members, e.g. spring balances
    • G01G3/12—Weighing apparatus characterised by the use of elastically-deformable members, e.g. spring balances wherein the weighing element is in the form of a solid body stressed by pressure or tension during weighing
    • G01G3/14—Weighing apparatus characterised by the use of elastically-deformable members, e.g. spring balances wherein the weighing element is in the form of a solid body stressed by pressure or tension during weighing measuring variations of electrical resistance
    • G01G3/1402—Special supports with preselected places to mount the resistance strain gauges; Mounting of supports
    • G01G3/1404—Special supports with preselected places to mount the resistance strain gauges; Mounting of supports combined with means to connect the strain gauges on electrical bridges

Definitions

  • This invention relates to a weight sensing apparatus and method.
  • US-A-3,734,216 discloses a weight sensing apparatus comprising first and second support means, a load carrying member supported on said first and second support means, a sensing portion of the load carrying member being disposed between said support means and at least one further portion of the load carrying member which extends away from said sensing portion beyond an adjacent one of said first and second support means, a load receiving part provided on said sensing portion, first and second strain gauges, positioned on the sensing portion to sense the strain in said member to provide a signal resulting from load applied to the load receiving part.
  • US-A-3,734,216 states that the strain gauges must be positioned precisely at the inflection point and that this is difficult in practice since the position of the inflection points varies as the end movements acting on the rail vary.
  • the US specification provides a special weigh rail which is isolated from the rest of the rail system to solve this problem.
  • An aim of the present invention is to provide a weight sensing apparatus for weighing railway guided vehicles and which does not require a special weigh rail and which is accurate and does not require precise positioning of the load.
  • the strain gauge needs to be positioned further from the applied load and the support means than the distance d max. because closer to the load or either of the support means than distance d max. the strain is not symmetrically distributed through the beam and hence false readings can occur.
  • a practical weight sensing apparatus can use a strain gauge at or closer than distance d max. to the support means or the load because at least at a mid point of the thickness of the beam, the strain in the beam is approximately constant even at distances closer to the support means or the applied load than said distance d max., even though the strain is otherwise not symmetrically distributed through the beam.
  • the strain gauge is provided intermediate a top and bottom of the rail preferably approximately mid-way, and the load is applied to the top of the rail.
  • Each of the first and second strain gauges may comprise two mutually inclined strain gauge elements arranged to detect strains in the rail in different directions which are transverse to the longitudinal axis of the rail and transverse to the direction in which the load is to be applied.
  • each strain gauge may comprise what is known as a strain gauge rosette, having at least two strain gauge elements arranged to detect shear or other strain in the member in relative transverse directions.
  • the rail may be of constant or substantially constant cross-section throughout its length and the first and second strain gauges being on one side of the rail and two further strain gauges are positioned on the other side of the rail at positions which are aligned with the first and second strain gauges, each of said strain gauges comprises two strain gauge elements which are mutually inclined and arranged to sense strain in the rail in different directions which are transverse to the longitudinal axis of the rail and transverse to the direction in which the load is to be applied.
  • Each of the strain gauge elements may be connected in an electrical bridge circuit which detects changes in resistance of the strain gauge elements, as the load is applied to the member.
  • the invention is particularly applicable to an apparatus for sensing a wheel load of a railway guided vehicle such as a train.
  • the rails are supported along their length by many sleepers and two consecutive sleepers provide the first and second support means.
  • sleepers are generally not spaced further apart than about 600 mm, and the rails are typically about 150 mm thick (deep).
  • each strain gauge is more than 150 mm (d max) from the applied load and from the sleepers. It will be appreciated that it is difficult to position a wheel of a train so exactly, and hence strain gauges have not hitherto been used to sense the weight of railway guided vehicles.
  • the strain gauge or gauges may be positioned closer to the sleepers than hitherto thought possible, the position of the wheel, the weight of which is to be sensed between the sleepers, is not so critical as it would be if the strain gauge or gauges were used conventionally.
  • the invention may be used to actually determine the static or moving wheel load, although by using suitable logic and auxiliary electrical control means.
  • the system may be used to detect for example, the speed of a railway guided vehicle, the direction in which the vehicle is travelling, or simply the presence of a said vehicle. Further, the distance between successive axles of a railway guided vehicle can be determined to give an indication as to the type of vehicle passing over the weight sensing apparatus.
  • a second rail of the track also has one or more, preferably two, strain gauges, again positioned in accordance with the method of the second aspect of the invention.
  • the respective strain gauges of the two rails may be aligned, but preferably are displaced relative to one another, longitudinally of the rails.
  • the electrical circuit to which all of the strain gauges or strain gauge elements are connected may include an analogue to digital converter, so that the output from the various strain gauges or strain gauge elements of the apparatus may be fed directly to a computer.
  • a beam 10 is shown with a load L imposed upon it.
  • the beam 10 is supported between a first support means S1 and a second support means S2, and the load L is imposed between the support means S1 and S2.
  • a section of a railway track comprising a pair of rails 20 each having a top surface 21 on which, in use, the wheels ol a railway guided vehicle run, and a lower surface 22.
  • the rail 20 which may be a length of welded track or a discrete rail joined in conventional manner such as fish plates to another length of rail, is supported by a series of sleepers S.
  • a portion of the rail between a first sleeper 23 which provides a first support means, and a second sleeper 24 which provides a second support means affords a sensing portion P.
  • the remainder of the rail comprises end, further, portions F which extend away from the sensing portion beyond the adjacent sleeper 23 or 24.
  • the rail 20 has a thickness d of about 150 mm, and the sleepers 23 and 24 are spaced apart by a distance X of approximately 600 mm.
  • each strain gauge 25 and 26 comprises a strain gauge rosette, having two strain gauge elements.
  • Strain gauge rosette 25 has two strain gauge elements G2 and G8 arranged transverse to one another, and transverse to the longitudinal axis A of the rail 20, and also transverse to the direction in which the load L is applied.
  • strain gauge rosette 26 has two strain gauge elements G7 and G1 again being arranged transverse to one another, and to the axis A, and to the direction of applied load L.
  • strain gauge elements G2, G8, G1 and G7 are arranged to sense shear strains which occur in the rail 20 due to the applied load L.
  • the strain gauge 25 is positioned from the sleeper 23 a distance not greater than a distance d max. which is equal to the depth d of the rail 20. Further, strain gauge 25 is not positioned closer to sleeper 23 than a distance d min. where d min. is equal to 0.35 d max.
  • the range in which the strain gauge 25 may be positioned along the rail, so as to be at a distance from sleeper 23 than a distance not greater than d max. but not closer than d min., is shown between the indicator lines B and C, the line 8 being about 52.5 mm from the line A, which is the edge of the sleeper 23, and the line C being a distance of about 150 mm from line A.
  • strain gauge 26 may be positioned within the range shown between lines F and G where line F is 150 mm from line H which indicates the edge of sleeper 24 and line G is about 52.5 mm from line H.
  • the load itself may be applied anywhere within a load receiving region provided that the load L is not applied closer to either of the strain gauges 25 and 26 than a distance equal to d min. i.e. 52.5 mm.
  • the lines D and E in Figure 3 show the load receiving region, i.e. the permitted range in which the load L may be applied, if the strain gauges 25 and 26 are both positioned at their outermost limits from their respective sleepers 23 and 24 i.e. along lines C and F respectively.
  • the load may be applied anywhere over a range of 200 mm.
  • strain gauges 25 and 26 can be moved closer to their respective sleepers 23 and 24 which would increase the range over which the load L may be applied.
  • strain gauges 25 and 26 are approximately 400 mm apart so that line x which shows the longitudinal position of strain gauge 25 is approximately 100 mm from sleeper 23, whilst line y which shows the longitudinal position of strain gauge 26, is approximately 100 mm from sleeper 24.
  • the load may be applied anywhere between the lines L' and L" which are each approximately 152.5 mm from the respective sleepers 23 and 24.
  • strain gauges 25 and 26 can be positioned closer to the sleepers 23,24, and the applied load L than hitherto thought possible.
  • the shear strain is symmetrically distributed through the rail 20 as shown by the chain dotted graph 28, in a similar manner to the graph of Figure 2a.
  • strain gauges 25 and 26 are positioned closer to their respective sleepers 23 and 24, than 150 mm, for example at 52.5 mm from their respective sleepers 23,24, i.e. along lines B and G respectively, which is about the limit of the ranges in which the strain gauges 25 and 26 can be placed, and the load is applied between the strain gauges 25 and 26 at least 52.5mm from each of the strain gauges 25 and 26, a graph such as indicated by line 29 will be produced. It can be seen however that at a centre position of the rail 20, i.e. along axis A, that both the graphs 28 and 29 pass through a common point P and accordingly the strain at point P is substantially constant for the strain gauges 25 and 26 and the load L being positioned and applied within the ranges described.
  • the arrangement shown in Figure 3 provides a practical weight sensor using strain gauges, for a rail of a track for a tracked vehicle.
  • the actual position of common point P will depend on the shape of the rail cross section, and may not always coincide with the point of maximum shear strain as shown in the figure.
  • a typical bridge circuit 31 is shown to which the strain gauge elements G2,G8,G1 and G7 can be connected.
  • the outside of rail 20 is shown.
  • the inside of the rail would also be provided with strain gauge rosettes aligned with the strain gauge rosettes 25 and 26 and also comprising two strain gauge elements, the strain gauge element G3 being aligned with element G7, a strain gauge element G5 being aligned with G1, a strain gauge element G4, being aligned with G8, and a strain gauge element G6 being aligned with G2.
  • strain gauge elements G3,G4,G7, and G8 will sense any tension occurring in the rail 20, whilst strain gauge elements G1,G2,G5 and G6 will sense any compression in the rail 20.
  • any change in the strain of the rail 20 can be detected by a control means 30.
  • the control means may for example comprise an analogue to digital converter so that the signals produced can be fed direct to a suitably programmed computing means.
  • the resistances of the various arms of the bridge are adjusted so that when no load is applied to the rail 20, the bridge is balanced.
  • the strain gauge elements G1 to G8 arranged in a bridge circuit as shown in Figure 5 only loads applied in the vertical direction such as shown by lines L,L', and L" in Figure 3. will be detected.
  • the actual wheel load of a wheel w passing over the sensing apparatus can be determined.
  • both rails of a track are provided with four strain gauge rosettes as described for rail 20, the strain gauge rosettes of the rails being displaced relative to one another.
  • the system can be used to fulfill each of the following functions.
  • the average speed may be determined.
  • the distance J between consecutive axles would be given by J equals Va T where Va is the average speed found by the sensing apparatus on the two rails, and T the time interval between consecutive axles passing the measuring section of one rail and then the other.
  • the type of rail vehicle passing over the rail section 20 can be determined because for axle rolling stock for example where four axles are provided on a bogie, these are much closer together than those of two axle rolling stock.
  • strain gauges are resistance type strain gauges which may comprise a length of wire which is stretched and contracts in response to a strain
  • any other type of strain gauge may be used to detect the shear strain in the rail section in response to a applied load.
  • a control means may be provided including an analogue to digital converter so that the various signals from the strain gauge elements can be passed directly to a computer for manipulation by the software of the computer to give a desired readout.
  • the invention may be applied to a track made of shorter rails, for example down to rails spanning between four sleepers, two consecutive sleepers providing a first and second support between which a sensing portion of the rail extends and is provided with strain gauges positioned in relation to the first and second support means as hereinbefore described. Further parts of the rail extend away from the sensing portion at each end thereof.
  • the invention may be used to provide a weight sensing apparatus to sense the weight of any railway guided vehicle.

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Geophysics And Detection Of Objects (AREA)
  • Measuring Pulse, Heart Rate, Blood Pressure Or Blood Flow (AREA)
  • Force Measurement Appropriate To Specific Purposes (AREA)
  • Analysing Materials By The Use Of Radiation (AREA)
  • Paper (AREA)
  • Forklifts And Lifting Vehicles (AREA)
  • Measurement Of Force In General (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Measuring Volume Flow (AREA)
  • Optical Radar Systems And Details Thereof (AREA)
  • Testing Of Balance (AREA)
  • Length Measuring Devices With Unspecified Measuring Means (AREA)

Claims (10)

  1. Eine Gewichtsmeßvorrichtung mit einer Schiene eines Gleises (20) für ein schienengeführtes Fahrzeug, die sich kontinuierlich über wenigstens vier aufeinanderfolgende Stützelemente (S) erstreckt und von diesen getragen wird, einem Meßabschnitt (P) der Schiene (20), der mittig zwischen dem ersten und dem zweiten Stützelement (23, 24) angeordnet ist, wobei sich weitere Abschnitte (F) der Schiene weg von dem Meßabschnitt (P) über einen benachbarten des ersten und des zweiten Stützmittels (23, 24) erstreckt und durch wenigstens ein weiteres Stützmittel (S) getragen wird, wobei die Schiene (20) über seine Länge eine konstante oder aber im wesentlichen konstante Dicke (d max.) hat, mit einem Lastaufnahmeabschnitt (D-E), der an dem Meßabschnitt (P) vorgesehen ist, und ersten und zweiten Dehnungsmeßeinrichtungen (25, 26), die an dem Meßabschnitt (P) positioniert sind, um die Spannung in der Schiene zu messen, wobei der erste Dehnungsmeßstreifen (25) zwischen dem ersten Stützmittel (23) und dem zweiten Stützmittel (24) unter einem Abstand von dem ersten Stützmittel (23) angeordnet ist, der nicht größer als ein Abstand d.max und nicht geringer als 0,35 d.max ist, und die zweite Dehnungsmeßeinrichtung (26) zwischen dem ersten Stützmittel (23) und dem zweiten Stützmittel (24) mit einem Abstand von dem zweiten Stützmittel (24) positioniert ist, der nicht größer als d.max und nicht geringer als 0,35 d.max ist, wobei der die Last aufnehmende Teil einen länglichen Lastaufnahmebereich (D-E) hat, der sich zwischen der ersten Position erstreckt, die von der ersten Dehnungsmeßeinrichtung (25) einen Abstand hat, der nicht größer als d.max und nicht geringer als 0,35 d.max ist, und einer zweiten Position, die von der zweiten Dehnungsmeßeinrichtung (26) einen Abstand hat, der nicht größer als d.max und nicht geringer als 0,35 d.max ist, wobei d.max die maximale Dicke des Elements zwischen dem ersten und dem zweiten Stützelement in der Richtung, in der die Last aufgebracht wird, ist, und die Dehnungsmeßeinrichtungen zwischen der Oberseite und der Unterseite auf einer Tiefe, bei der die Scherspannung im wesentlichen konstant ist, angeordnet ist, um die Scherspannung in der Schiene zu messen.
  2. Vorrichtung nach Anspruch 1, wobei die erste und die zweite Dehnungsmeßeinrichtung (25, 26) zwei zueinander geneigt angeordnete Dehnungsmeßelemente (G2, G8, G1, G7) aufweist, die angeordnet sind, um Spannungen in der Schiene (20) in unterschiedlichen Richtungen zu messen, die quer zu der Längsachse der Schiene (20) und quer zu der Richtung, in der die Last aufzubringen ist, verlaufen.
  3. Vorrichtung nach Anspruch 1, wobei die Schiene über ihre Länge einen konstanten oder einen im wesentlichen konstanten Querschnitt hat und die erste und die zweite Dehnungsmeßeinrichtung (25, 26) auf einer Seite der Schiene (20) sind, und weiter zwei Dehnungsmeßeinrichtungen auf der anderen Seite der Schiene (20) an Positionen angeordnet sind, die mit der ersten und der zweiten Dehnungsmeßeinrichtung ausgerichtet sind, wobei jede der Dehnungsmeßeinrichtungen zwei Dehnungsmeßelemente (G1-G8) aufweisen, die zueinander geneigt und zum Messen der Spannung in der Schiene (20) in unterschiedlichen Richtungen angeordnet sind, wobei die Richtungen quer zu der Längsachse der Schiene (20) und quer zu der Richtung, in der die Last aufgebracht wird, verlaufen.
  4. Vorrichtung nach Anspruch 3, wobei jedes der Dehnungsmeßelemente (G1-G8) in einer elektrischen Brückenschaltung (31) verbunden ist, um Änderungen in dem Widerstand der Dehnungsmeßelemente zu erkennen, wenn eine Last auf den sich erstreckenden Lastaufnahmebereich (D-E) aufgebracht wird, wodurch das Gewicht der Last bestimmt werden kann.
  5. Vorrichtung nach einem der vorangehenden Ansprüche, wobei auf einem zweiten, parallelen Schienenstrang zwei Dehnungsmeßeinrichtungen positioniert sind und wobei die jeweiligen Dehnungsmeßeinrichtungen der beiden Schienen relativ zueinander in Längsrichtung der Schienen angeordnet sind.
  6. Ein Verfahren zum Messen des Gewichts, das von einem schienengeführten Fahrzeug auf eine Schiene eines Gleises (20) für schienengeführte Fahrzeuge aufgebracht wird, wobei sich die Schiene kontinuierlich zwischen wenigstens vier aufeinander folgende Stützmittel (S) erstreckt und von diesen getragen wird, wobei ein Meßabschnitt (25) der Schiene (20) mittig zwischen dem ersten und dem zweiten Stützmittel (23, 24) angeordnet ist und sich weitere Abschnitte (F) der Schiene weg von dem Meßabschnitt (P) über ein benachbartes der ersten und zweiten Stützmittel (23, 24) erstrecken und durch wenigstens ein weiteres Stützmittel (S) getragen werden, wobei die Schiene (20) über ihre Länge von gleichbleibender oder im wesentlichen gleichbleibender Dicke (d.max) ist und ein die Last aufnehmender Teil (D-E), der an dem Meßabschnitt (P) vorgesehen ist, und erste und zweite Dehnungsmeßeinrichtungen (25, 26) an dem Meßabschnitt (P) angeordnet sind, um die Spannung in der Schiene zu messen, mit den Schritten des Bestimmens der maximalen Dicke d.max in der Richtung, in der die Last auf die Schiene (20) zwischen den Stützelementen (23, 24) aufgebracht wird, Messen eines Abstands des ersten Stützmittels (23), der nicht größer als der Abstand d.max und nicht geringer als 0,35 d.max ist, und Positionieren der ersten Dehnungsmeßeinrichtung (25) der Schiene (20) an dem gemessenen Abstand, während die Schiene (20) an Ort und Stelle bleibt, Messen eines Abstands von dem zweiten Stützmittel (24), der nicht größer als der Abstand d.max und nicht geringer als 0,35 d.max ist, und Positionieren der zweiten Dehnungsmeßeinrichtung (26) auf der Schiene (20) unter dem gemessenen Abstand, während die Schiene (20) an Ort und Stelle bleibt, wobei der die Last aufnehmende Teil einen länglichen Lastaufnahmebereich aufweist, der sich zwischen einer Position erstreckt, die einen Abstand hat, der nicht größer als der Abstand d.max und nicht kleiner als 0,35 d.max von dem ersten Dehnungsmeßstreifen (25) und einer Position, die einen Abstand hat, der nicht größer als der Abstand d.max und nicht kleiner als 0,35 d.max von der zweiten Dehnungsmeßeinrichtung (26) ist, hat, wobei die Dehnungsmeßeinrichtungen zwischen der Oberseite und der Unterseite der Schiene auf einer Tiefe angeordnet sind, an der die Scherspannung im wesentlichen konstant ist und so angeordnet sind, um die Scherspannung in der Schiene zu messen und unter Bereitstellung von Mitteln zum Verbinden der Dehnungsmeßeinrichtungen (25, 26) in einer elektrischen Schaltung (31), wodurch bei Verwendung das Gewicht der Last, die auf den länglichen Lastaufnahmebereich (D-E) aufgebracht wird, gemessen werden kann.
  7. Ein Verfahren nach Anspruch 6, wobei die erste und die zweite Dehnungsmeßeinrichtung (25, 26) zwei zueinander geneigte Dehnungsmeßelemente (G2, G8, G1, G7) aufweist, die angeordnet sind, um Spannungen in der Schiene (20) in unterschiedlichen Richtungen zu messen, die quer zu der Längsachse der Schiene (20) und quer zu der Richtung, in der die Last aufzubringen ist, verlaufen.
  8. Ein Verfahren nach Anspruch 6, wobei die Schiene über ihre Länge einen konstanten oder einen im wesentlichen konstanten Querschnitt hat und die erste und die zweite Dehnungsmeßeinrichtung (25, 26) auf einer Seite der Schiene (20) sind, und weiter zwei Dehnungsmeßeinrichtungen auf der anderen Seite der Schiene (20) an Positionen angeordnet sind, die mit der ersten und der zweiten Dehnungsmeßeinrichtung ausgerichtet sind, wobei jede der Dehnungsmeßeinrichtungen zwei Dehnungsmeßelemente (G1-G8) aufweist, die zueinander geneigt und zum Messen der Spannung in der Schiene (20) in unterschiedlichen Richtungen angeordnet sind, wobei die Richtungen quer zu der Längsachse der Schiene (20) und quer zu der Richtung, in der die Last aufgebracht wird, verlaufen.
  9. Ein Verfahren nach Anspruch 8, wobei jedes der Dehnungsmeßelemente (G1-G8) in einer elektrischen Brückenschaltung (31) verbunden ist, um Änderungen in dem Widerstand der Dehnungsmeßelemente zu erkennen, wenn eine Last auf den sich erstreckenden Lastaufnahmebereich (D-E) aufgebracht wird, wodurch das Gewicht der Last bestimmt werden kann.
  10. Ein Verfahren nach einem der Ansprüche 6 bis 9, wobei auf einem zweiten, parallelen Schienenstrang zwei Dehnungsmeßeinrichtungen positioniert sind und wobei die jeweiligen Dehnungsmeßeinrichtungen der beiden Schienen relativ zueinander in Längsrichtung der Schienen angeordnet sind.
EP88300349A 1986-08-15 1988-01-15 Vorrichtung zur Messung des Gewichts Expired - Lifetime EP0324218B2 (de)

Priority Applications (9)

Application Number Priority Date Filing Date Title
GB8619923A GB2194065B (en) 1986-08-15 1986-08-15 Weight sensing apparatus
DE3873901T DE3873901T4 (de) 1988-01-15 1988-01-15 Vorrichtung zur Messung des Gewichts.
EP88300349A EP0324218B2 (de) 1988-01-15 1988-01-15 Vorrichtung zur Messung des Gewichts
DE8888300349A DE3873901D1 (de) 1988-01-15 1988-01-15 Vorrichtung zur messung des gewichts.
ES88300349T ES2034177T5 (es) 1988-01-15 1988-01-15 Aparato detector del peso.
AT88300349T ATE79674T1 (de) 1988-01-15 1988-01-15 Vorrichtung zur messung des gewichts.
IN31/MAS/88A IN170636B (de) 1988-01-15 1988-01-18
GR920402351T GR3006020T3 (en) 1988-01-15 1992-10-19 Weight sensing apparatus
GR960403521T GR3022076T3 (en) 1988-01-15 1996-12-18 Weight sensing apparatus

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP88300349A EP0324218B2 (de) 1988-01-15 1988-01-15 Vorrichtung zur Messung des Gewichts

Publications (3)

Publication Number Publication Date
EP0324218A1 EP0324218A1 (de) 1989-07-19
EP0324218B1 EP0324218B1 (de) 1992-08-19
EP0324218B2 true EP0324218B2 (de) 1996-10-23

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EP88300349A Expired - Lifetime EP0324218B2 (de) 1986-08-15 1988-01-15 Vorrichtung zur Messung des Gewichts

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EP (1) EP0324218B2 (de)
AT (1) ATE79674T1 (de)
DE (2) DE3873901T4 (de)
ES (1) ES2034177T5 (de)
GB (1) GB2194065B (de)
GR (2) GR3006020T3 (de)
IN (1) IN170636B (de)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2194065B (en) * 1986-08-15 1990-11-14 George Barry Bolland Weight sensing apparatus
GB8809949D0 (en) * 1988-04-27 1988-06-02 Avery Ltd W & T Weighing apparatus
FR2930989B1 (fr) * 2008-05-07 2011-08-19 Jean Pierre Fortin Dispositif de pesage au defile
FR2952433B1 (fr) * 2009-11-06 2012-06-15 Centre Nat Rech Scient Dispositif de determination du poids d'un objet
GB2533903B (en) * 2014-10-02 2019-09-25 West Roger Further development of embedment transducer

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3448424A (en) * 1967-01-17 1969-06-03 Blh Electronics Shear-responsive force transducers
SE356589B (de) * 1970-09-21 1973-05-28 Conrail Ab
US3741327A (en) * 1971-10-13 1973-06-26 K Nordstrom Weighing device
GB1421182A (en) * 1972-12-27 1976-01-14 Conrail Ab Device for weighing railway guided vehicles
CH587473A5 (en) * 1974-04-01 1977-04-29 Inst De Studii Si Cercetari Tr Railway rolling stock axle load monitor - has sensitivity increased by making thinner centres to rail sections with strain gauges
SU1291827A1 (ru) * 1984-12-03 1987-02-23 Одесский Политехнический Институт Грузоприемное устройство железнодорожных весов
GB2194065B (en) * 1986-08-15 1990-11-14 George Barry Bolland Weight sensing apparatus

Also Published As

Publication number Publication date
GB8619923D0 (en) 1986-09-24
DE3873901D1 (de) 1992-09-24
DE3873901T4 (de) 1997-12-18
IN170636B (de) 1992-04-25
GB2194065B (en) 1990-11-14
GR3022076T3 (en) 1997-03-31
ES2034177T3 (es) 1993-04-01
ES2034177T5 (es) 1997-01-16
GB2194065A (en) 1988-02-24
GR3006020T3 (en) 1993-06-21
EP0324218B1 (de) 1992-08-19
DE3873901T3 (de) 1997-04-10
ATE79674T1 (de) 1992-09-15
EP0324218A1 (de) 1989-07-19
DE3873901T2 (de) 1993-01-14

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